Gaseous fuel injector activation

ABSTRACT

A method for starting an engine is provided. The method comprises in response to an engine start request, cycling a gaseous fuel injector prior to activating a starter motor. In this way, delayed engine starts using gaseous fuel may be mitigated.

CROSS REFERENCE TO RELATED APPLICATION

The present application is a divisional of U.S. patent application Ser.No. 13/907,432, entitled “GASEOUS FUEL INJECTOR ACTIVATION,” filed onMay 31, 2013. The entire contents of the above-referenced applicationare hereby incorporated by reference in its entirety for all purposes.

FIELD

The present disclosure relates to gaseous fuel injection.

BACKGROUND AND SUMMARY

Alternate fuels have been developed to mitigate the rising prices ofconventional fuels and for reducing exhaust emissions. For example,natural gas has been recognized as an attractive alternative fuel. Forautomotive applications, natural gas may be compressed and stored as agas in cylinders at high pressure. A pressure regulator may then be usedto supply the compressed natural gas (CNG) at lower pressures to anengine combustion chamber via a fuel injector. During engine start-up,the fuel rail supplying fuel to the fuel injector may experience anover-pressure event. This over-pressurized fuel rail may create a largepressure differential across the inward-opening injector, inhibitingopening of the injector and delaying (or preventing) engine start.Further, during engine cranking, less voltage (and thus the current thatprovides injector opening force) may be available at the injector thanduring engine running conditions. Thus, extra current which may provideextra force to overcome the pressure differential and open the injectoris not available.

The inventors herein have recognized that opening the fuel injectorsprior to activating the starter motor, when extra current is availableto open the injectors even in the presence of a high pressuredifferential across the injectors, results in less stiction at theinjectors during the subsequent engine start-up. Accordingly, a methodfor starting an engine is provided. The method comprises in response toan engine start request, cycling a gaseous fuel injector prior toactivating a starter motor.

In this way, the gaseous fuel injector may be opened prior to crankingthe engine. Opening the injector may reduce the pressure differentialacross the injector and effectively loosening the injector. The reducedpressure differential in turn reduces the amount of current that isrequired to open the fuel injector. Thus, during an engine start orother condition where a gaseous fuel injector is activated during highfuel rail pressure, the injector may be rapidly opened, mitigatingdelayed engine starts.

The above advantages and other advantages, and features of the presentdescription will be readily apparent from the following DetailedDescription when taken alone or in connection with the accompanyingdrawings.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A shows a schematic of an example combustion chamber of aninternal combustion engine.

FIG. 1B shows a schematic diagram of a multi-cylinder engine.

FIG. 2 is a flow chart illustrating a high-level control routine foractivating a gaseous fuel injector according to an embodiment of thepresent disclosure.

FIG. 3 is a flow chart illustrating a method for starting an engineaccording to an embodiment of the present disclosure.

FIG. 4 is a diagram illustrating various engine operating parametersduring a period of interest according to an embodiment of the presentdisclosure.

FIG. 5 is a flow chart illustrating a method for starting an engineaccording to another embodiment of the present disclosure.

FIG. 6 is a diagram illustrating various engine operating parametersduring a period of interest according to another embodiment of thepresent disclosure.

FIG. 7 is a flow chart illustrating a method for gaseous fuel injectionaccording to an embodiment of the present disclosure.

DETAILED DESCRIPTION

The following description relates to systems and methods for addressingactivation of gaseous fuel injectors in an engine, such as the enginesschematically diagrammed in FIGS. 1A and 1B. The systems may include agaseous fuel tank coupled to a port-fuel injector and, in someembodiments, a liquid fuel tank coupled to a direct-fuel injector. Acontroller may be programmed to control the activation of the gaseousfuel injector through a control routine, such as the routines describedin FIGS. 2, 3, 5, and 7, resulting in observed engine operatingparameters as depicted in FIGS. 4 and 6.

FIG. 1A depicts an example embodiment of a combustion chamber orcylinder of internal combustion engine 10. Engine 10 may be controlledat least partially by a control system including controller 12 and byinput from a vehicle operator 130 via an input device 132. In thisexample, input device 132 includes an accelerator pedal and a pedalposition sensor 134 for generating a proportional pedal position signalPP. Cylinder (i.e. combustion chamber) 14 of engine 10 may includecombustion chamber walls 136 with piston 138 positioned therein. Piston138 may be coupled to crankshaft 140 so that reciprocating motion of thepiston is translated into rotational motion of the crankshaft.Crankshaft 140 may be coupled to at least one drive wheel of thepassenger vehicle via a transmission system. Further, a starter motormay be coupled to crankshaft 140 via a flywheel to enable a startingoperation of engine 10.

Cylinder 14 can receive intake air via a series of intake passages 142,144, and 146. Intake passage 146 can communicate with other cylinders ofengine 10 in addition to cylinder 14. In some embodiments, one or moreof the intake passages may include a boosting device such as aturbocharger or a supercharger. For example, FIG. 1A shows engine 10configured with a turbocharger including a compressor 174 arrangedbetween intake passages 142 and 144, and an exhaust turbine 176 arrangedalong exhaust passage 148. Compressor 174 may be at least partiallypowered by exhaust turbine 176 via a shaft 180 where the boosting deviceis configured as a turbocharger. However, in other examples, such aswhere engine 10 is provided with a supercharger, exhaust turbine 176 maybe optionally omitted, where compressor 174 may be powered by mechanicalinput from a motor or the engine. A throttle 162 including a throttleplate 164 may be provided along an intake passage of the engine forvarying the flow rate and/or pressure of intake air provided to theengine cylinders. For example, throttle 162 may be disposed downstreamof compressor 174 as shown in FIG. 1A, or may alternatively be providedupstream of compressor 174.

Exhaust passage 148 can receive exhaust gases from other cylinders ofengine 10 in addition to cylinder 14. Exhaust gas sensor 128 is showncoupled to exhaust passage 148 upstream of emission control device 178.Sensor 128 may be any suitable sensor for providing an indication ofexhaust gas AFR such as a linear oxygen sensor or UEGO (universal orwide-range exhaust gas oxygen), a two-state oxygen sensor or EGO (asdepicted), a HEGO (heated EGO), a NOx, HC, or CO sensor. Emissioncontrol device 178 may be a three way catalyst (TWC), NOx trap, variousother emission control devices, or combinations thereof.

Each cylinder of engine 10 may include one or more intake valves and oneor more exhaust valves. For example, cylinder 14 is shown including atleast one intake poppet valve 150 and at least one exhaust poppet valve156 located at an upper region of cylinder 14. In some embodiments, eachcylinder of engine 10, including cylinder 14, may include at least twointake poppet valves and at least two exhaust poppet valves located atan upper region of the cylinder.

Intake valve 150 may be controlled by controller 12 via actuator 152.Similarly, exhaust valve 156 may be controlled by controller 12 viaactuator 154. During some conditions, controller 12 may vary the signalsprovided to actuators 152 and 154 to control the opening and closing ofthe respective intake and exhaust valves. The position of intake valve150 and exhaust valve 156 may be determined by respective valve positionsensors (not shown). The valve actuators may be of the electric valveactuation type or cam actuation type, or a combination thereof. Theintake and exhaust valve timing may be controlled concurrently or any ofa possibility of variable intake cam timing, variable exhaust camtiming, dual independent variable cam timing or fixed cam timing may beused. Each cam actuation system may include one or more cams and mayutilize one or more of cam profile switching (CPS), variable cam timing(VCT), variable valve timing (VVT) and/or variable valve lift (VVL)systems that may be operated by controller 12 to vary valve operation.For example, cylinder 14 may alternatively include an intake valvecontrolled via electric valve actuation and an exhaust valve controlledvia cam actuation including CPS and/or VCT. In other embodiments, theintake and exhaust valves may be controlled by a common valve actuatoror actuation system, or a variable valve timing actuator or actuationsystem.

Cylinder 14 can have a compression ratio, which is the ratio of volumeswhen piston 138 is at bottom center to top center. Conventionally, thecompression ratio is in the range of 9:1 to 10:1. However, in someexamples where different fuels are used, the compression ratio may beincreased. This may happen for example when higher octane fuels or fuelswith higher latent enthalpy of vaporization are used. The compressionratio may also be increased if direct injection is used due to itseffect on engine knock.

In some embodiments, each cylinder of engine 10 may include a spark plug192 for initiating combustion. Ignition system 190 can provide anignition spark to combustion chamber 14 via spark plug 192 in responseto spark advance signal SA from controller 12, under select operatingmodes. However, in some embodiments, spark plug 192 may be omitted, suchas where engine 10 may initiate combustion by auto-ignition or byinjection of fuel as may be the case with some diesel engines.

In some embodiments, each cylinder of engine 10 may be configured withone or more fuel injectors for providing fuel thereto. As a non-limitingexample, cylinder 14 is shown including two fuel injectors 166 and 170.Fuel injector 166 is shown coupled directly to cylinder 14 for injectingfuel directly therein in proportion to the pulse width of signal FPW-1received from controller 12 via electronic driver 168. In this manner,fuel injector 166 provides what is known as direct injection (hereafterreferred to as “DI”) of fuel into combustion cylinder 14. While FIG. 1Ashows injector 166 as a side injector, it may also be located overheadof the piston, such as near the position of spark plug 192. Such aposition may increase mixing and combustion when operating the enginewith an alcohol-based fuel due to the lower volatility of somealcohol-based fuels. Alternatively, the injector may be located overheadand near the intake valve to increase mixing. Fuel may be delivered tofuel injector 166 from high pressure fuel system 172 including a fueltank, fuel pumps, a fuel rail, and driver 168. Alternatively, fuel maybe delivered by a single stage fuel pump at lower pressure, in whichcase the timing of the direct fuel injection may be more limited duringthe compression stroke than if a high pressure fuel system is used.Further, while not shown, the fuel tank may have a pressure transducerproviding a signal to controller 12.

Fuel injector 170 is shown arranged in intake passage 146, rather thanin cylinder 14, in a configuration that provides what is known as portinjection of fuel (hereafter referred to as “PFI”) into the intake portupstream of cylinder 14. Fuel injector 170 may inject fuel in proportionto the pulse width of signal FPW-2 received from controller 12 viaelectronic driver 171. Fuel may be delivered to fuel injector 170 byfuel system 172.

Fuel system 172 may include one fuel tank or multiple fuel tanks. Inembodiments where fuel system 172 includes multiple fuel tanks, the fueltanks may hold fuel with the same fuel qualities or may hold fuel withdifferent fuel qualities, such as different fuel compositions. Thesedifferences may include different alcohol content, different octane,different heat of vaporizations, different fuel blends, and/orcombinations thereof etc. In one example, fuels with different alcoholcontents could include gasoline, ethanol, methanol, or alcohol blendssuch as E85 (which is approximately 85% ethanol and 15% gasoline) or M85(which is approximately 85% methanol and 15% gasoline). Other alcoholcontaining fuels could be a mixture of alcohol and water, a mixture ofalcohol, water and gasoline etc. In some examples, fuel system 172 mayinclude a fuel tank holding a liquid fuel, such as gasoline, and alsoinclude a fuel tank holding a gaseous fuel, such as CNG. Fuel injectors166 and 170 may be configured to inject fuel from the same fuel tank,from different fuel tanks, from a plurality of the same fuel tanks, orfrom an overlapping set of fuel tanks.

Controller 12 is shown in FIG. 1A as a microcomputer, includingprocessor 106, input/output ports 108, an electronic storage medium forexecutable programs and calibration values shown as read-only memory 110in this particular example, random access memory 112, keep alive memory114, and a data bus. Controller 12 may receive various signals fromsensors coupled to engine 10, in addition to those signals previouslydiscussed, including measurement of inducted mass air flow (MAF) frommass air flow sensor 122; engine coolant temperature (ECT) fromtemperature sensor 116 coupled to cooling sleeve 118; a profile ignitionpickup signal (PIP) from Hall effect sensor 120 (or other type) coupledto crankshaft 140; throttle position (TP) from a throttle positionsensor; and absolute manifold pressure signal (MAP) from sensor 124.Engine speed signal, RPM, may be generated by controller 12 from signalPIP. Manifold pressure signal MAP from a manifold pressure sensor may beused to provide an indication of vacuum, or pressure, in the intakemanifold.

Storage medium read-only memory 110 can be programmed with computerreadable data representing instructions executable by processor 106 forperforming the methods described below as well as other variants thatare anticipated but not specifically listed. Example routines that maybe performed by the controller are described at FIGS. 2, 3, 5, and 7.

As described above, FIG. 1A shows only one cylinder of a multi-cylinderengine. As such each cylinder may similarly include its own set ofintake/exhaust valves, fuel injector(s), spark plug, etc. FIG. 1B showsa schematic, multi-cylinder diagram of the engine of FIG. 1A inaccordance with the present disclosure. As depicted in FIG. 1A, internalcombustion engine 10 includes cylinders 14 coupled to intake passage 144and exhaust passage 148. Intake passage 144 may include throttle 162.Exhaust passage 148 may include emissions control device 178.

Cylinder 14 is shown coupled to fuel injectors 166 and 170. Althoughonly one cylinder is shown coupled to fuel injectors, it is to beunderstood that all cylinders 14 included in engine 10 may also becoupled to one or more fuel injectors. In this example embodiment, fuelinjector 166 is depicted as a direct fuel injector and fuel injector 170is depicted as a port fuel injector. Each fuel injector may beconfigured to deliver a specific quantity of fuel at a specific timepoint in the engine cycle in response to commands from controller 12.One or both fuel injectors may be utilized to deliver combustible fuelto cylinder 14 during each combustion cycle. The timing and quantity offuel injection may be controlled as a function of engine operatingconditions.

Fuel system 172 may include one or more fuel tanks. In the depictedexample, the fuel system is a multi-fuel system including a highpressure fuel tank 20 a configured to deliver a gaseous fuel to a fuelrail 52 a, and a fuel tank 20 b configured to deliver a fuel havingchemical and physical properties different from the gaseous fuel (e.g.,a liquid fuel) to fuel rail 52 b. While the depicted example includesseparate fuel rails for the two different fuels, in some examples acommon fuel rail may be used.

Fuel tank 20 a may be configured to store a gaseous fuel at highpressure and deliver the fuel to the engine 10 via high pressure fuelline 94, pressure regulator 38, and regulated pressure fuel line 50. Forexample, the gaseous fuel may be compressed natural gas (CNG), liquefiedpetroleum gas (LPG), absorbed natural gas (ANG), or hydrogen fuel. Fueltank 20 a may store the gaseous fuel in a pressure range of 10-700 bar(e.g., 0-100+ psi for LNG fuel, 500 psi for ANG fuel, 3600 psi, or 250bar, for CNG fuel, and 5000-10,000 psi for hydrogen fuel).

In contrast, fuel tank 20 b may store liquid fuel such as gasoline, fuelwith a range of alcohol concentrations, various gasoline-ethanol fuelblends (e.g., E10, E85), and combinations thereof. As shown, fuel tank20 b may be coupled to a fuel pump 21 for pressurizing fuel delivered tothe fuel rail.

Fuel tank 20 a may be refilled with gaseous fuel via fueling port 54. Acheck valve 55 (or two check valves in series for redundancy) may becoupled between fuel tank 20 a and the fueling port 54 to ensure correctflow of fuel. Similarly, fuel tank 20 b may be refilled with liquid fuelvia fueling port 83. Fuel may be delivered from fuel tanks 20 a and 20 bto the injectors of engine 10, such as example injectors 170 and 166,via fuel rails 52 a and 52 b, respectively. While only a single injectorcoupled with each fuel rail is depicted, it will be appreciated thatadditional injectors are provided for each cylinder 14. For example,fuel rail 52 a may supply fuel to injector 170 as well as a second fuelinjector supplying fuel to the same combustion chamber as injector 170.

In one example, where fuel system 172 includes a direct injectionsystem, injectors 166 and 170 may be configured as direct fuelinjectors. In an alternate embodiment, fuel system 172 may include aport injection system wherein injectors 166 and 170 may be configured asport fuel injectors. In still other embodiments, each cylinder mayinclude one or more injectors including a direct injector and a portinjector (such as the configuration illustrated in FIG. 1).

Pump 21 may not pump fuel from fuel tank 20 b to fuel rail 52 b duringconditions where liquid fuel delivery to the engine is not desired(e.g., during engine off conditions, or during conditions where deliveryof gaseous fuel alone to the engine is desired). A fuel rail pressuresensor 102 b in fuel rail 52 b may be configured to sense the currentfuel rail pressure and provide the sensed value to controller 12 ofcontrol system 14. In some examples, pump 21 may be controlled based onthe fuel rail pressure sensed by sensor 102 b, and/or based on otherparameter values.

Further, in some embodiments, a check valve (not shown) may bepositioned between fuel tank 20 b and fuel rail 52 b to ensure correctflow of fuel from fuel tank 20 b.

Fuel tank 20 a may be coupled to a fuel tank valve 32 for regulating apressure of the gaseous fuel delivered into fuel line 94. Fuel tankvalve 32 may be configured to deliver the gaseous fuel into fuel line 94at a pressure that is similar to tank pressure Alternatively, even whena high fuel injection pressure is desired, the fuel tank valve may beactivated and a pressure regulation system downstream of the valve maybe controlled to ensure that the fuel rail pressure is regulated to asufficiently high pressure. Such operation may be preferable in exampleswhere high pressure gaseous fuel flow through various components thatmay be included fuel line 94 (e.g., filters, valves, etc) would degradethe components.

Fuel tank 20 a may further be coupled to a pressure regulation system toenable gaseous fuel to be provided to fuel rail 52 a and from there toinjector 170 at variable pressures. In one example, fuel tank 20 a maystore gaseous fuel in a pressure range of 10-700 bar, while the pressureregulation system may regulate the fuel rail pressure to a variablerange of 2 to 40 bar (e.g., 2 to 10 bar for CNG fuel). The pressure ofthe fuel rail may be controlled via a pressure regulator 38. Regulator38 may be a mechanical pressure regulator which controls a referencechamber pressure to a fixed, constant pressure to achieve a fixed,constant regulating pressure in a low pressure chamber, thus resultingin a single, fixed fuel rail pressure. In other embodiments, regulator38 may be a variable pressure regulator. For example, regulator 38 mayinclude pressure up and down conduits and valves which enable variationof a reference chamber pressure, the reference chamber pressure in turnvarying the regulating pressure in the low pressure chamber and thusvarying the pressure of the fuel rail.

As explained above, to supply the gaseous fuel to the engine cylinders,gaseous fuel is supplied at a high pressure from the gaseous fuel tank(e.g., tank 20 a) to the pressure regulator (e.g., regulator 38). Thepressure regulator then supplies the fuel to the gaseous fuel rail(e.g., rail 52 a) at a lower set point fuel pressure, such as 10 bar forCNG fuel. However, under certain conditions the fuel may be supplied tothe fuel rail at pressures higher than the set point pressure. Forexample, the regulator controlling the pressure of the fuel in thegaseous fuel rail may control the fuel rail to higher than normalpressure during cold ambient conditions and/or when gaseous fuel tankpressure is low. Further, during initial charging of the fuel railduring an engine start, the regulator may transiently overshoot thesteady state set point fuel rail pressure.

When the fuel injection pressure increases, the amount of current neededto open the injectors also increases, as the force used to open theinjector is directly proportional to the current supplied to theinjector. High levels of current are frequently not available,particularly during engine starts. For example, during engine cranking,injector voltage is less available due to the engine electrical demand(e.g., the demand of the starter motor), cold ambient temperatures, andlow engine speed (where the alternator does not add to the vehiclevoltage). Further, if the injector temperature is high, the injectorresistance is increased and thus less injector current is available foropening the injector.

As a result of the high fuel injection pressure and the lack ofavailable voltage, the gaseous fuel injectors may not open immediatelyat start-up. Thus, engine starts with gaseous fuel may be delayed. Asfurther elaborated with reference to FIGS. 2-6, these delayed starts maybe mitigated by adjusting one or more operating parameters during orbefore an engine start. As explained below with regards to FIG. 3, thehigh fuel injection pressure, coupled with the intake manifold vacuumcreated by the cranking of the engine, creates a large pressuredifferential across the inward-opening gaseous fuel injectors. Toalleviate this pressure differential and thus facilitate opening of theinjectors with lower current, the engine throttle valve may be opened atstart-up to increase the intake manifold pressure and reduce thepressure differential across the injectors. As explained with regards toFIG. 5, prior to initiating engine cranking, the gaseous fuel injectorsmay be opened and closed one or more times, effectively “unsticking” theinjectors by breaking injector adhesion prior to pressurizing the fuelinjectors. Once the injectors have been opened and closed (also referredto as cycling the injectors), the fuel rail may be repressurized andengine cranking may commence. Additionally, the voltage supplied to theinjectors may be increased by operating the engine alternator at fullfield.

As explained above, the gaseous fuel injectors may experience difficultyopening at engine start-up. If the engine is configured to operate withmultiple types of fuel (such as with both liquid fuel and gaseous fuel),the gaseous fuel injectors may also experience difficulty opening whenthe engine switches from operation with only liquid fuel (e.g.,gasoline) to operation with gaseous fuel. For example, as the engineheats up during an initial gasoline operation, the gaseous fuel railalso increases in temperature, raising the pressure of the gaseous fuelin the fuel rail. As explained with regards to FIG. 7, if the engineincludes a turbocharger, initiation of gaseous fuel injection may bedelayed until the engine is operating with boosted intake air (e.g.,intake manifold pressure greater than barometric pressure) to lower thepressure differential across the gaseous fuel injectors, or theturbocharger wastegate may be adjusted (e.g., closed) to increase boostpressure when gaseous fuel injection is initiated.

Turning now to FIG. 2, a high-level control routine 200 for activating agaseous fuel injector is illustrated. Method 200 may be carried out byan engine controller, such as controller 12 of FIGS. 1A-1B, according toinstructions stored thereon. At 202, routine 200 includes determining ifthe engine is at rest. When the engine is at rest, no combustion isoccurring, and thus no fuel is being injected to the cylinders. Further,the starter motor is not activated. If the engine is not at rest (e.g.,if the engine is being cranked by the starter motor or combustion isoccurring), routine 200 proceeds to 203 to adjust the throttle valveirrespective of a gaseous fuel injector pressure differential. Forexample, the throttle valve may be adjusted to deliver desired engineair flow. At 204, the gaseous fuel injectors are activated, whenindicated, according to the method described below with respect to FIG.7. Routine 200 then returns.

If the engine is at rest, routine 200 proceeds to 206 to determine if anengine start is predicted and/or requested. A predicted engine start maybe an engine start that is estimated to occur within a given time basedon current operating parameters. The engine start may be predicted tooccur if a driver's side door is opened in one example. Other parametersthat may predict an engine start is imminent include a key beinginserted into an ignition, weight sensed in the driver's seat, etc.Further, an engine start request may be detected based on one or moreparameters. For example, a key-on event, wherein an ignition key isturned to the on position, may indicate that an engine start has beenrequested. However, other mechanisms for requesting an engine start arepossible, such as a user depressing an engine start button.

If an engine start is not requested or predicted, routine 200 returns.If a start is predicted or requested, routine 200 proceeds to 208 todetermine operating conditions. The operating conditions determined at208 may include ambient temperature, engine temperature, time since aprevious engine shut-down, barometric pressure, current fuel railpressure, and other conditions. At 210, routine 200 determines ifambient temperature is below a threshold. At low ambient and/or enginetemperatures, the gaseous fuel injectors may be prone to sticking duringcommencement of fuel injection. Thus, if the temperature is below thethreshold, the injectors may be cycled, as indicated at 212 andexplained in more detail below with regards to FIG. 5. If thetemperature is not below the threshold, the injectors may not be cycled.Rather, the throttle valve may be opened at engine start-up as indicatedat 214 and described in more detail below with respect to FIG. 3. Thethrottle valve may be opened automatically at every engine start whenambient temperature is above the threshold, or it may be opened if alarge pressure differential is present across the injectors at start-up.Routine 200 then returns.

As discussed above, when gaseous fuel injectors experience stiction atengine start, the injectors can be cycled prior to starting the engineand/or the throttle valve can be opened during engine start. While theinjectors may be automatically cycled at each engine start, the cyclingmay delay cranking and/or release excess fuel to the engine intake.Thus, the injectors may be cycled only when conditions indicate that theinjectors may be particularly difficult to open, such as during coldambient temperature. To determine whether the injectors should be cycledprior to starting or if the throttle valve should be opened during theengine start, the ambient temperature may be assessed. If the ambienttemperature is below a threshold (such as 10° C.), the injectors may becycled prior to starting the engine.

However, if the routine determines that ambient temperature is not belowthe threshold, the injectors are not cycled. If a pressure differentialexits across the injectors during the subsequent start-up, the throttlevalve may be opened during the engine start. Other factors may influencewhether the injectors are cycled or whether the throttle valve isopened. For example, if available voltage to the injectors is low priorto the engine start, the injectors may not be cycled. In otherembodiments, the injectors may be cycled automatically, and if theinjectors do not open during the cycling (or do not open once commandedto open upon commencement of fuel injection), the throttle valve may beopen to relieve the pressure differential. Additionally oralternatively, if all the injectors do not open during the cycling,voltage supplied to the injectors may be increased by increasingalternator speed, running the alternator at full field, and/or reducingengine electrical demand.

FIG. 3 illustrates a method 300 for starting an engine. Method 300 maybe carried out by an engine controller, such as controller 12 of FIGS.1A-1B, according to instructions stored thereon. Method 300 may becarried out during a start of an engine, such as engine 10, to open athrottle valve, such as throttle 162, in order to facilitate the openingof one or more gaseous fuel injectors, such as injector 170.

At 302, method 300 includes determining if an engine start has beenrequested. An engine start request may be detected based on one or moreparameters. For example, a key-on event, wherein an ignition key isturned to the on position, may indicate that an engine start has beenrequested. However, other mechanisms for requesting an engine start arepossible, such as a user depressing an engine start button. If an enginestart has not been requested, method 300 returns.

If a start has been requested, method 300 proceeds to 304 to determineif a fuel injector pressure differential is above a threshold. The fuelinjector pressure differential may be the difference between the fuelinjector pressure and the intake manifold pressure. The fuel injectorpressure may be approximated by measuring the fuel rail pressure (FRP).The FRP and/or MAP may be determined based on input from pressuresensors, such as sensors 102 a and 124. The threshold fuel injectorpressure differential may be a suitable threshold where, at fuelinjector pressures above the threshold, gaseous fuel injectors mayexperience difficulty opening. In one example, the threshold pressuredifferential may be approximated based on the FRP. That is, if the FRPis above a threshold, it may be determined that the pressuredifferential across the injector is high enough to induce injectorstiction. The threshold FRP may be the set point pressure of the fuelrail, such as 10 bar. In some embodiments, the threshold may be fixed,that is, the threshold may not change regardless of operatingconditions. In other embodiments, the threshold may vary based onconditions. For example, the threshold FRP or pressure differential maychange depending on available vehicle voltage. If available voltage isrelatively high (and thus more current is available to supply to theinjectors), the threshold FRP may be higher than if available voltage isrelatively low. The amount of voltage available to be supplied to thegaseous fuel injector may be determined based on one or more of injectortemperature, a duration since engine stop after engine running, andengine speed. That is, the amount of voltage that can be applied to theinjector may depend on injector temperature (high injector temperatureincreases the resistance of the injector), elapsed time since enginestart (which may affect the vehicle electrical demand and voltageproduced by the alternator), and engine speed.

If fuel injector pressure differential is not greater than thethreshold, method 300 proceeds to 306 to adjust the position of thethrottle valve irrespective of fuel injector pressure differential, suchas based on desired engine airflow. For example, a manifold/cylinderfilling model may be used to determine how much intake air, and in turnhow much fuel, is needed to provide requested torque, and the throttlevalve position may be adjusted to provide the needed air. At 308, theengine is cranked and fuel injection commences once engine position isdetermined and/or engine speed reaches a desired speed. Method 300 thenreturns.

However, if fuel injector pressure differential is greater than thethreshold, method 300 proceeds to 310 to open the throttle valve andcrank the engine. In some embodiments, the engine may be cranked, andfuel rail pressure may be monitored as the engine starts to spin. As theengine begins to crank, various factors may affect the pressure of thefuel rail. For example, the high pressure valve regulating the flow ofgaseous fuel from the fuel tank to the fuel rail (e.g., valve 32 or 36of FIG. 1B) may be opened to charge the rail with fuel, thus increasingthe pressure of the rail. Further, the regulator may increase thepressure in the rail during certain conditions (such as low fuel tankpressure or cold ambient temperature). If the FRP exceeds the thresholdonce the engine is cranking, the throttle valve may be opened. In otherembodiments, the throttle valve may be opened prior to commencement ofengine cranking. For example, current fuel rail pressure may bedetermined, along with current operating parameters (e.g., ambienttemperature, barometric pressure, etc.). If it is predicted fuel railpressure may increase above the threshold once the engine startscranking, the throttle valve may be opened proactively prior toinitiation of cranking.

The throttle valve may be opened by a suitable amount. In one example,the throttle valve may be opened to wide open throttle to quickly bringthe intake manifold pressure to barometric pressure. In another example,the throttle valve may be slowly opened (e.g., throttle angle may slowlyincrease) and the fuel injector pressure differential may be monitored.Once the differential is at or below the threshold, or once MAP reachesa desired pressure (such as barometric), the throttle valve adjustmentmay cease.

At 312, it is determined if MAP has reached a designed pressure. Thedesignated pressure may be barometric pressure in one example. In otherexamples, the designated pressure may be a MAP that reduces the fuelinjector pressure differential to a differential that allows the fuelinjector to open. If the MAP has not reached the designated pressure,method 300 returns to 310 to continue to open the throttle and crank theengine. If the MAP has reached the designated pressure, method 300proceeds to 314 to commence gaseous fuel injection. Commencement of fuelinjection may depend on both MAP (where fuel injection begins once MAPreaches the designated pressure), engine position, and/or on enginespeed. That is, once a threshold engine speed has been achieved viacranking of the engine by the starter motor and engine position isdetermined, fuel injection will begin once MAP is at the thresholdlevel. To start the injection of fuel, one or more gaseous fuelinjectors are opened by supplying the injector with current. The amountof force applied to open the injector may be proportional to the amountof current supplied to the injector. The injector may be opened for agiven duration that is based on a desired amount of fuel that is to beinjected.

At 316, it is determined if a drop in fuel rail pressure is detected. Ifa fuel rail valve is closed, the opening of the fuel injector will causea decrease in the fuel rail pressure as the fuel is injected to thecylinder. As such, a drop in fuel rail pressure indicates an injectorhas opened. Thus, if a drop in FRP is detected, it is presumed aninjector has successfully opened, and method 300 proceeds to 318 toadjust the throttle valve based on desired airflow. By adjusting thethrottle valve based on desired airflow, the throttle valve may beadjusted to a more closed position. However, during fuel injection, thefuel rail may be charged with fuel by the regulator. As such, after oneinjector has opened and the fuel rail valve has opened to allow chargingof the rail, the fuel rail pressure may build, causing stiction of theremaining injectors. As such, the throttle valve may be maintained openuntil all injectors have opened, or the throttle valve may be continuedto be adjusted based on fuel rail pressure even after the engine start.

Further, method 300 may optionally include, at 320, controlling torqueby fueling only a subset of cylinders for at least the first enginecycle. During typical engine starts (e.g., engine starts where fuel railpressure is not above the threshold), the throttle valve may besubstantially closed during some or all of engine cranking to createintake manifold vacuum. Thus, when fuel injection starts, a relativelysmall amount of fuel is needed due to the small amount of air charge inthe cylinders. However, when the throttle is opened during cranking,more air may be present in the cylinders, and thus more fuel may beinjected to maintain desired air-fuel ratio. To control torque duringthe start of fuel injection, one or more operating parameters may beadjusted. For example, only a subset of the cylinders may be fueledduring the first engine cycle. Once fuel rail pressure has decreased andthe throttle valve is adjusted to maintain airflow (and not maintainedin an open position), each cylinder may be fueled. Other parameters maybe adjusted during the engine start, such as spark timing.

Returning to 318, if a drop in fuel rail pressure is not detected,method 300 proceeds to 322 to increase the voltage supplied to theinjector, if extra voltage is available. During engine cranking,available vehicle voltage may be relatively low, as the running of thestarter motor utilizes extra voltage. Further, because the engine is notundergoing combustion, extra voltage produced by the alternator may notbe available. However, if extra voltage is available, more current maybe supplied to the injector to increase the force used to open theinjectors. Additional voltage may be made available by running thevehicle alternator at full field or by reducing the electrical load onthe vehicle (e.g., not operating an air conditioning compressor). Method300 may then continue to monitor for a drop in FRP. However, in someembodiments, if extra voltage is not available and/or if the fuelinjectors are not opening, liquid fuel may be injected from a liquidfuel injector at 324. If the engine is configured to operate with morethan one type of fuel (gaseous fuel and liquid fuel, for example), theliquid fuel injector may be activated to supply the fuel needed to startthe engine.

Thus, method 300 provides for opening a throttle during engine crankingwhen starting an engine with gaseous fuel. By opening the throttleduring cranking (when engine combustion is not occurring), the intakemanifold pressure may be increased, thus lowering the pressuredifferential across the fuel injector. By lowering the pressuredifferential across the fuel injector, the injector may open with lesscurrent, thus facilitating faster and more reliable engine starts withgaseous fuel.

FIG. 4 is a diagram 400 illustrating various operating parameters duringan engine start with gaseous fuel. For example, diagram 400 mayillustrate various operating parameters observed during the execution ofthe method of FIG. 3. The operating parameters illustrated in diagram400 include engine start status (key on/off), engine speed, throttlevalve position, MAP, FRP, and gaseous fuel injector activation status.For each operating parameter, time is depicted along the horizontalaxis, and values of each respective operating parameter are depictedalong the vertical axis.

Prior to time t1, the engine is off (and thus the engine is at rest),the throttle valve is in an unpowered position (partially open, e.g. 7degrees), and MAP is equal to barometric pressure. At t1, a key on eventis detected, as illustrated by curve 402. As a result, the engine startsto spin due to activation of the starter motor (e.g., current issupplied to the driver of the starter motor), and engine speed increasesto a low cranking speed, such as 200 RPM (illustrated by curve 404). Thethrottle, illustrated by curve 406, remains near closed (e.g. 3degrees). Because the engine is spinning and the throttle valve isclosed, MAP decreases, as shown by curve 408. FRP may begin to increase,illustrated by curve 410, due to charging of the fuel rail. For example,the valve controlling flow of fuel from the fuel tank to the regulatormay open and thus the rail may become charged with fuel.

At time t2, the FRP may reach a threshold pressure that, along with thelow MAP, results in the gaseous fuel injectors requiring a large amountof current to open. As such, at time t2, the throttle valve may beopened. Diagram 400 depicts the throttle valve as being adjusted to anangle wide enough to bring MAP to near BP, which at low engine speed maybe about 17 degrees; however, other throttle angles are also possible.Due to the throttle being opened, MAP increases.

At time t3, MAP has reached a designated level (e.g., barometricpressure) and engine position may be determined, and thus gaseous fuelinjection commences with the activation of one or more gaseous fuelinjectors (illustrated by curve 412). The injector activation depictedby curve 412 represents the activation of overall fuel injection for theentire engine. That is, curve 412 does not illustrate theopening/closing of a single injector but instead represents the ongoingactivation of fuel injection. It is to be understood that each injectoris individually opened and closed each engine cycle. Once combustionstarts occurring in the engine, engine speed increases above enginecranking speed (e.g. 200 rpm) to a high value (e.g. 1500 rpm) and thendrops to idle speed (e.g. 800 rpm). A drop in fuel rail pressure isdetected at time t4, indicating at least one gaseous fuel injector hasopened. This fuel pressure drop is a drop from the transient overchargetoward the steady state regulated pressure. That regulated pressure maystill be higher than nominal due to regulator temperature or low tankpressure. As a result, the throttle is closed (or adjusted to a moreclosed position, such as back to 7 degrees) and MAP decreases. Followingtime t4, the throttle position is adjusted based on desired engineairflow.

Thus, the diagram 400 illustrates an engine start performed when MAP isequal to BP. Once the injectors are initially opened (and the enginestarts), the engine torque may be controlled via engine throttling,adjustment to the number of cylinders fueled, etc.

Thus, FIGS. 3 and 4 illustrate a method for starting an engine usinggaseous fuel that opens the throttle valve during or before enginecranking in order to reduce the pressure differential across the gaseousfuel injectors and facilitate rapid injector opening. While FIGS. 3 and4 depict opening of the throttle valve responsive to the pressuredifferential across the gaseous fuel injector, in some embodiments, whenan engine is started with gaseous fuel, the throttle valve may be openedduring engine cranking regardless of FRP and MAP.

Once a gaseous fuel injector has been opened, it may become easier toopen that injector. The inventors herein have recognized that by openinga particular injector three times, the injector becomes easier to open,even if the pressure differential across the injector is stillrelatively high. Thus, FIG. 5 illustrates a method 500 for opening andclosing a gaseous fuel injector prior to an engine start. Method 500 maybe carried out by an engine controller, such as controller 12, accordingto instructions stored thereon.

Method 500 determines, at 502, if an engine start is predicted. Apredicted engine start may be an engine start that is estimated to occurwithin a given time based on current operating parameters. The enginestart may be predicted to occur if a driver's side door is opened in oneexample. Other parameters that may predict an engine start is imminentinclude a key being inserted into an ignition, weight sensed in thedriver's seat, etc. If an engine start is not predicted, method 500returns. If an engine start is predicted, method 500 proceeds to 504 toclose a gaseous fuel rail valve. The gaseous fuel rail may be suppliedwith fuel from a gaseous fuel tank via a pressure regulator. The gaseousfuel rail valve may be a valve controlling flow of fuel from the fueltank to the regulator (such as valve 32 of FIG. 1B) or may be a valvecontrolling flow of fuel from the regulator to the fuel rail (such asvalve 36 of FIG. 1B). By closing the fuel rail valve, the flow of fuelto the rail may be blocked. In some embodiments, the gaseous fuel railvalve may be in the closed position prior to initiating the engine start(e.g., the valve may be in its non-powered, closed position before theengine is started). Thus, 504 may include maintaining the gaseous fuelrail valve in the closed position.

At 505, available voltage supplied to the injectors is increased. Toincrease the voltage, the alternator may be operated at full fieldbeginning at the start of cranking. At 506, a gaseous fuel injector isactivated. The gaseous fuel injector may be activated by supplying theinjector with current, which opens the injector and allows fuel to flowto the cylinder. However, because the fuel rail valve is closed, only asmall amount of fuel is initially fed to the cylinder.

At 508, it is determined if fuel rail pressure has dropped by athreshold amount. The drop in fuel rail pressure indicates that the fuelinjector has opened. The threshold drop of fuel rail pressure may be anydrop in rail pressure. In other embodiments, it may be a drop of atleast a given amount, such as a decrease in fuel rail pressure of 10% ormore. If a drop in fuel rail pressure is not detected, method 500continues to activate the fuel injector at 508. Further, in someembodiments, if a drop in rail pressure is not detected within athreshold amount of time, the throttle valve may optionally be opened,as indicated at 510, to reduce the pressure differential across theinjector, as explain above with respect to FIG. 3.

If a drop is fuel rail pressure is detected, method 500 proceeds to 512to deactivate (and thus close) the fuel injector. At 514, each injectoris cycled (e.g., opened and closed) a minimum number of times, such asthree times. At 516, after each injector has been opened and closed theminimum number of times, the gaseous fuel rail valve is opened torepressurize the fuel rail. At 518, responsive to the fuel rail beingrepressurized and an engine start event (for example, a key-on event),engine cranking commences by activating the starter motor (e.g.,supplying current to the starter motor). If not all the injectors areable to open, when the engine flares to a high speed (e.g., 1500 to 2000rpm) after starting, the alternator may reach maximum output, thusraising the injector voltage and opening any injectors that have notopened.

Thus, method 500 opens and closes the gaseous fuel injectors prior tosupplying current to the starter motor to initiate an engine start. Byopening the injectors prior to starting the engine, the injectors willbe more likely to open when they are activated during the engine start.For example, the pressure differential holding the injectors closed maybe lessened by opening the injectors prior to starting the engine. Theinjectors may be opened one at a time or simultaneously. However, byopening each injector individually, changes in fuel rail pressure may beeasier to detect and thus verification that each injector has opened maybe carried out.

FIG. 6 is a diagram 600 illustrating various operating parameters priorto and during an engine start according to an embodiment of thedisclosure. The parameters illustrated in diagram 600 may be observedduring the execution of method 500 of FIG. 5, for example. The operatingparameters illustrated in diagram 600 include engine start status,engine speed, fuel rail valve position, FRP, and activation status for asingle gaseous fuel injector. For each operating parameter, time isdepicted along the horizontal axis, and values of each respectiveoperating parameter are depicted along the vertical axis.

Prior to time t1, the engine is off (shown by curve 602) and thus theengine is at rest (not spinning), as illustrated by curve 604. The fuelrail valve is in its default, non-powered closed position, illustratedby curve 606, FRP is at a baseline pressure (curve 608), and the gaseousfuel injector is inactivated (curve 610). At time t1, an engine start ispredicted, based on a vehicle door opening and/or based on a key beinginserted into an ignition for example. As such, the engine is still off,as shown by curves 602 and 604 being in the off position/zero enginespeed, but curve 602 is depicted as a dashed line after time t1 todenote that a start is predicted.

When the engine start is predicted at time t1, the fuel rail valveremains closed. At time t2, the gaseous fuel injector is activated. Toactivate the injector, voltage is supplied to the injector at a firstamount for a first duration, until a drop in FRP is detected prior totime t3. After the drop in FRP, the injector is deactivated. At time t4and t5, the injector is activated a second and third time, respectively.The additional activations may include voltage being supplied to theinjector at a second amount, less than the first amount, as the fuelrail pressure has decreased and thus less force is needed to open theinjector. Further, the voltage may be supplied for a second, shorterduration.

After the injector has been activated and deactivated three times, thefuel rail valve is opened and the fuel rail is repressurized. Once athreshold level of pressure has been reached in the rail, enginecranking may commence if an engine on event is detected. For example,following opening of the fuel rail valve, at time t6 the engine may becranked, causing an increase in engine speed. However, in otherembodiments, the engine start request may be detected before theinjector has cycled three times. In such circumstances, the engine startmay be delayed until the injectors have been opened the requisite numberof times. In other embodiments, if at least one injector has been openedat least one time, the fuel rail pressure may be decreased enough toallow the remaining injectors to open, and the engine may be startedeven if the injector has not been opened three times.

Diagram 600 depicts the fuel rail valve being in the closed positionprior to the engine start prediction. However, in some embodiments, thefuel rail valve may be transiently opened responsive to a predictedengine start, or be open while the engine is off, and then the valve maybe closed when it is determined the injectors will be cycled and remainclosed until the injector has been cycled. The valve may then be openedto pressurize the fuel rail after the injectors have been cycled and/oronce cranking begins. Further, diagram 600 illustrates the activationstatus for one gaseous fuel injector. Additional fuel injectors, whetherfor the same cylinder or for different cylinders, may be activated in asimilar manner. However, once a first injector is opened, less voltagemay be used to open subsequent injectors. The subsequent injectors maybe opened simultaneously with the first injector, or may be openedsequentially, to allow for more accurate verification that the injectorshave opened based on the drop in fuel rail pressure.

Methods 300 and 500 presented above with respect to FIGS. 3 and 5describe engine start procedures for gaseous fuel engines. Such enginesmay be configured to operate on more than one type of fuel. For example,the engine may operate with both gaseous fuel and liquid fuel (e.g.,gasoline). Under certain conditions, such bi-fuel engines may operatewith only liquid fuel injection, and switch to only gaseous fueloperation or both liquid and gaseous fuel operation. When gaseous fueloperation is initiated following liquid-fuel only operation, the gaseousfuel injectors may experience difficulty opening. FIG. 7 illustrates amethod 700 for initiating gaseous fuel injection following liquid fuelinjection.

Method 700 may be carried out by an engine controller, such ascontroller 12, in response to an indication to start gaseous fuelinjection after a period of liquid fuel injection. The gaseous fuel maybe injected via a gaseous fuel injector (such as injector 170 of FIG.1B), while the liquid fuel may be injected via a liquid fuel injector(such as injector 166 of FIG. 1B).

At 702, method 700 includes determining engine operating parameters.Engine operating parameters may be measured, estimated or inferred, andmay include various vehicle conditions, such as vehicle speed, as wellas various engine operating conditions, such as engine speed, enginetemperature, exhaust temperature, boost level, MAP, MAF, torque demand,horsepower demand, etc.

At 704, it is determined if the engine is operating with only liquidfuel injection, and not with gaseous fuel injection. The engine mayoperate with only liquid fuel injection during low load conditions, forexample, or when gaseous fuel is unavailable. Operation with only liquidfuel may be determined based on operating conditions (such as engineload) or may be determined based on the status of the gaseous fuelinjectors (if the gaseous fuel injectors are not activated, thenoperation with only liquid fuel may be determined). If the engine is notoperating with only liquid fuel, that is if the engine is operating withat least some gaseous fuel injection, method 700 returns. If the engineis operating with only liquid fuel injection, method 700 proceeds to 706to inject liquid fuel to maintain desired air-fuel ratio.

At 708, it is determined if gaseous fuel injection is requested. Gaseousfuel may be injected at higher loads, for example, or other conditionsin order to control knock and/or conserve gasoline. If gaseous fuelinjection is not requested, method 700 proceeds to 710 to continue toinjection liquid fuel while not injecting gaseous fuel, and method 700returns.

If gaseous fuel injection is requested, method 700 proceeds to 712 toincrease voltage supplied to the gaseous fuel injectors. For example,the controller may command the vehicle to operate with higher voltagetemporarily. While the injector may be designed to operate with 12V ofelectricity, it may be able to operate with additional voltage, such aswith 15V, providing extra current/pintle force for opening the gaseousfuel injector when a high pressure differential is present. The vehiclevoltage may be increased by operating the alternator at full field, bydisconnecting the battery, or other mechanisms. Additionally, in someembodiments, prior to activation of gaseous fuel injection, the gaseousfuel injectors may be cycled to reduce the adhesion on the injectors,thus making it easier to open the injectors once gaseous fuel injectionbegins. During cycling of the injectors, each injector may be opened fora relatively short amount of time, in order to prevent the release of asubstantial amount of fuel to the cylinders. Further, during thecycling, the fuel rail valve may be closed.

At 714, it is determined if the gaseous fuel rail pressure (and/orgaseous fuel injector pressure differential) is above a threshold. Thethreshold FRP may be similar to the threshold FRP discussed above withrespect to FIG. 3. The threshold may be a fuel rail pressure, that alongwith the current MAP, creates a pressure differential across the gaseousfuel injector requiring a higher amount of current to open than isavailable. If the gaseous FRP is not above the threshold, method 700proceeds to 716 to activate a gaseous fuel injector to inject thegaseous fuel, and method 700 returns.

If the gaseous FRP is above the threshold, method 700 proceeds to 718 toadjust one or more operating parameter to facilitate opening of thegaseous fuel injector. Adjusting one or more operating parameters mayinclude opening the throttle valve at 720, as discussed above withrespect to FIG. 3, to increase MAP and reduce the pressure differentialacross the injector. If the throttle valve is opened more than isindicated for delivering desired engine airflow, to compensate for theopen throttle, additional fuel may be injected, spark timing may beadjusted, etc.

If the engine is a turbocharged or supercharged engine, the activationof the gaseous fuel injector may be initiated when operating underboost. When the engine is boosted, MAP may be equal to or greater thanbarometric pressure. Thus, the pressure differential across the gaseousinjector may be relatively small. As indicated at 722, activation of thegaseous fuel injector may be delayed until the engine is operating underboosted conditions. If the engine is not operating under boostedconditions, one or more parameters may be adjusted to increase boost,such as closing a wastegate valve of a turbocharger.

After adjusting one or more operating parameters to facilitate openingof the gaseous fuel injector, method 700 proceeds to 724 to activate thegaseous fuel injector. After activating the fuel injector, once the fuelinjector has opened (verified via a drop in gaseous fuel rail pressure,for example), the adjusted operating parameter may be returned to itspre-adjustment state (e.g., the throttle valve may be closed, thewastegate may be opened), and method 700 returns.

Thus, the systems and methods described herein provide for a method forstarting an engine. The method comprises, responsive to a predictedengine start, if ambient temperature is less than a threshold, cyclingone or more gaseous fuel injectors before starting the engine. If theambient temperature is not less than the threshold, the method includesopening a throttle valve during cranking of the engine.

Cycling the one or more gaseous fuel injectors before starting theengine may include applying current to the one or more gaseous fuelinjectors until a drop in fuel rail pressure is detected. Responsive tothe drop in fuel rail pressure, the current supplied to the injector maybe stopped. After the injector has been cycled at least a minimum numberof times, the engine may be started by supplying current to the startermotor.

The method may include, following opening of the throttle valve,commanding a gaseous fuel injector open once manifold pressure reaches athreshold. After commanding the gaseous fuel injector open, if a drop infuel rail pressure is detected the method may include closing thethrottle valve.

The gaseous fuel injectors may be cycled only if current or predictedfuel rail pressure is greater than a threshold pressure. Similarly, thethrottle valve may be opened during engine cranking only if fuel railpressure, or a fuel injector pressure differential, is greater than athreshold.

In an embodiment, a method for an engine comprises supplying current toa gaseous fuel injector prior to supplying current to a starter motor ofthe engine, responsive to a predicted engine start request; and duringcranking of the engine by the starter motor, opening a throttle valve ofthe engine prior to commencing combustion.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The specific routines described herein may represent one or more of anynumber of processing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various actions,operations, and/or functions illustrated may be performed in thesequence illustrated, in parallel, or in some cases omitted. Likewise,the order of processing is not necessarily required to achieve thefeatures and advantages of the example embodiments described herein, butis provided for ease of illustration and description. One or more of theillustrated actions, operations and/or functions may be repeatedlyperformed depending on the particular strategy being used. Further, thedescribed actions, operations and/or functions may graphically representcode to be programmed into non-transitory memory of the computerreadable storage medium in the engine control system.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,I-4, I-6, V-12, opposed 4, and other engine types. The subject matter ofthe present disclosure includes all novel and non-obvious combinationsand sub-combinations of the various systems and configurations, andother features, functions, and/or properties disclosed herein.

The following claims particularly point out certain combinations andsub-combinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and sub-combinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

The invention claimed is:
 1. A method, comprising: in response to anengine start request, cycling a gaseous fuel injector prior toactivating a starter motor, wherein cycling the gaseous fuel injectorcomprises: applying voltage to the gaseous fuel injector; and after athreshold drop in fuel rail pressure is detected, not applying voltageto the gaseous fuel injector.
 2. The method of claim 1, wherein cyclingthe gaseous fuel injector prior to activating the starter motorcomprises supplying a first amount of voltage to the gaseous fuelinjector.
 3. The method of claim 2, further comprising followingactivation of the starter motor, supplying a second amount of voltage tothe gaseous fuel injector, the second amount of voltage less than thefirst amount of voltage.
 4. The method of claim 1, wherein cycling thegaseous fuel injector prior to activating the starter motor comprisescycling the gaseous fuel injector three times prior to activating thestarter motor.
 5. A method for starting an engine, comprising:activating a gaseous fuel injector before an engine start request; anddeactivating the activated gaseous fuel injector in response to adecrease in gaseous fuel pressure.
 6. The method of claim 5, whereinactivating the gaseous fuel injector before the engine start requestcomprises activating the gaseous fuel injector in response to a door ofa vehicle in which the engine is installed being opened.
 7. The methodof claim 5, wherein the gaseous fuel injector is a first gaseous fuelinjector, and further comprising activating a second gaseous fuelinjector before the engine start request.
 8. The method of claim 7,wherein activating the second gaseous fuel injector comprises activatingthe second gaseous fuel injector after deactivating the first gaseousfuel injector.
 9. The method of claim 7, wherein activating the firstgaseous fuel injector comprises supplying a first amount of voltage tothe first gaseous fuel injector and wherein activating the secondgaseous fuel injector comprises supplying a second amount of voltage tothe second gaseous fuel injector, the second amount of voltage less thanthe first amount of voltage.
 10. The method of claim 9, furthercomprising supplying the first amount of voltage for a first durationand supplying the second amount of voltage for a second duration,shorter than the first duration.
 11. The method of claim 5, furthercomprising, prior to activating the gaseous fuel injector, closing ahigh pressure fuel rail valve regulating flow of gaseous fuel from agaseous fuel tank to a fuel rail, further comprising, prior tocommencement of engine cranking, opening the high pressure fuel railvalve.
 12. The method of claim 11, further comprising cranking theengine after the high pressure fuel rail valve has been opened and fuelrail pressure reaches a threshold pressure.